Differential



March 17, 1953 v. E. GLEASMAN DIFFERENTIAL 2 SHEETS--SHEET l Filed Aug. 2, 1949.

INVENTOR.

h @l A Trame YJ March 17, 1953 v. E. GLEAsMAN 2,631,475

DIFFERENTIAL Filed Aug. 2, 1949 2 SHEETS- SHEET 2 IN V EN TOR.

Patented Mar. 17, 1953 UNITED STATES PATENT OFFICE Claims.

rihis invention is a novel improvement in positive type differentials for trucks or automobiles, or may be used between sets of axles as a positive equalizer, and the principal object thereof is to provide a differential of the above type embodying as a cartridge unit an arrangement of worm gears or the like, so arranged as to provide a very compact and rugged unit which may be readily assembled and disassembled, and Which Will permit utilizing a ring gear and ring gear carrier of ordinary size, the differential being particularly Icharacterized by simplicity of machining of the various intertting parts.

Other minor objects of the invention Will be hereinafter set forth.

I will explain the invention with reference to the accompanying drawings, which illustrate several practical embodiments thereof, to enable others familiar with the art to adopt and use the same; and Will summarize in the claims the novel features of construction, and novel combinations of parts, for which protection is desired.

In said drawings:

Figure l is a longitudinal section through one modification of my novel dierential, showing in dotted lines the gearing and clutch arrangement for conventional two-speed double reduction differentials.

Fig. 2 is an end view of the face of one of the segments of the differential gear carrier, showing the cartridge unit in place.

Fig. 3 is a side elevation of the gear carrierv shown in Fig. 2; also showing an end View of the` cartridge unit within the carrier. Y

l Fig. 4 is a longitudinal section through a modified differential, particularly adapted for application to standard type automobiles or trucks, the same being a section on the line 4 4, Fig. 6.

Fig. 5 is a section through the differential, taken on the line 55, Fig. 6.

Fig. 6 is a transverse section through the housing shown in Figs. 4 and 5.

As shown in Figs. 1 to 3, my novel differential comprises a pair of opposed gear carriers I and 2 having axial extensions la and 2a receiving the ends of the axle sections A and B which are aligned in the usual manner, the adjacent faces of the carriers I and 2 being provided with diametrically opposed segmental lugs Ib and 2b respectively disposed 180 apart, the outer edges of which are arcuate while the inner faces are straight and parallel in each ofthe carriers I and 2, whereby, as the parts are assembled, vas shown in Fig. l, the segmental lugs Ib and-2D Will form a circular housing-between- -t-he Websof -thegear carriers, enclosing a chamber of square or rectangular shape, to receive the correspondingly shaped cartridge unit, hereinafter described,

Extending through the lugs Ib-Zb are holes Ic for the reception of bolts 3, provided with nuts, 4 for holding the carriers together as a rigid unit. The gear carrier I carries an annular spur gear 5, K

of conventional type, provided with an internal annular flange Which is perforated to receive the` bolts 3. As shown in Fig. 1, the gear 5 is of sufficient Width to overlap the adjacent peripheral edge of the lugs 2b of the gear carrier 2 so as to serve as a pilot in holding the gear carriers to` gether.

The gear carrier 2 carries an annular spur gear 16 having an internal annular flange which is also l perforated to receive the bolts 3 and, as shown in of the gear carrier I. By thus piloting the four segmental lugs of the gear carriers I and 2 by means of the gears 5 and` 5, the parts are rendered self-centering.

The conventional drive shown in dotted lines in Fig. l includes a gear 'I constantly meshing With the gear 5 and carrier by shaft 8, which also carries a beveled gear 9 meshing With a drive pinion III on drive shaft II, the shaft 8 also carrying a spur gear I3 in constant mesh With the gear (i, suitable clutch means, indicated at I4, being interposed between the gears 'I and I3 so that shifting of clutch I4 will lock one of the gears 'I (or I3) to shaft 8, and shifting in the opposite direction will lock the other gear I3 to shaft 8, unlocking the other gear 1. The above arrangement is purely conventional and forms no part of my present invention, the same being intended for two-speed double-reductionv differentials.

As shown, the cartridge unit comprises a pair of spaced parallel plates I5 and IB, of rectangular shape,vthe same being of length equal to the length of the inner straight walls of segmental lugs Ib, each plate having bores II at its ends for receiving the ends of the shafts of Worms I8, I9, 20 and 2I, the Worms Ill- I9 being journaled one adjacent the other at one end -of the plates I5-I6, and the gears 2iI-2I being journaled one adjacent the other at the other ends of plates I5-IG.

By the above construction, the cartridge, including the plates I5-I6 and the Worms I8 to 2I can be readily assembled and disassembled as a unit and placed in the box-like housing when the gear carriers are separated. Obviously, bolts 3 50 (Fig. 2) may be utilized to hold the cartridge unit in place if desired.

On the shaft A Within the housing is a worm Wheel 22 having a hub which is keyed to the shaft A, While on the aXle section B Within the housing is a similar worm wheel 23, worm Wheel 22 being in constant mesh With the Worms I9 and 2 I, While Worm Wheel '23 is in constant mesh with the worms I8 and 20. As shown in Fig. 3, worms I8 and IS carry spur gears I8a and ISa at each end, Which `are in constant mesh, while the worms 2l) and 2l each carry similar spur gears 20a, which are also constantly in mesh.

By the above construction, the power from the prime mover is transferred through drive shaft II to one or the other of the ring gears 5 or 6 so as to drive the carrier I-.f2, carrying with it the cartridge unit consisting of the plates .l5 and I6 and the Worms I8 to 2|. By reason of the constant intermeshing of the spur gears Isa-Illa, and the spur gears a, the load on the axle sections A and B Will be constantly equalized since the tendency of the pairs of worms would be to rotate in opposite directions.

The helical angle of the Worms is such that it prevents one Wheel or the other from spinning, dueto loss of traction, while having the ability to follow When the road surface controls the difference in axle speed, such as when rounding a curve or any irregular terrain.

4In the lmodifications shown in Figs. 4, 5 and 6, the gear carrier is substantially the same as the conventional automobile differential, the same comprising an annular member 3l! open at one end and having an integral Web 38a at the other end provided with -a peripheral flange h, to

`which the bevel ringv gear 3| (Figs. 4 and 6) is secured in the usual manner, the end plate 30a having a tubular hub extension 30C adapted to receive the end of one axle section.

The open end of the gear carrier 33 is normally closed by a yplate 32 having a tubular extension 32a adapted to receive the end of the other axle section, the extensions 33o and 32a forming the bearings upon which the entire differential housing rotates. Preferably the member '3 0 has an annular recess 33m at its outer end receiving an annular flange or lip 32x forming a pilot, and whereby the axes of the tubular extensions V30e and 320g are maintained in alignnient.vr :in Fig, 4, the respective axle sectionsv A and B are not shown.

'The tubular member 3.0., es Shown in Fis. 5. is provided with a chamber with out-.out portions, shown more particularly in Fig. 6, having two parallel Sides 31.3.@ and 3Go which receive the side plates 3.3 and 34 of the cartridge unit. which are generally similar to the side plates I5 and I6 shown in the preceding modification, the cartridge being insertablein the chamber thr-Qllgh. the open end of the tubular portion of member Sil. when the plate 3.2 is removed therefrom. Forming Dart 0f the tubular member 3l) are lips or projections 35 (Figs. 4 and 6) which are disposed at. an angle of 9G degrees tov the surfe-ees 30d and 39e and assist es e pilot in holding the cover 32 in proper assembled relation to the, tubular member 30,.

BY the above oonetruoton the entire cartridge unit may be readily inserted or removed from its normal. position within the chamber in tubular member 3l! when the plete e2 is removed; and its Construction lends` itself readily to. Simple machining operations. which are inexpensive to oerform.

In this modication the cartridge unit comprises the plates 33 and 34 which, as in the preceding modification, are provided with upper and lower bores adjacent their ends which receive the shafts of worms 36-3'I, and the shafts of Worms 38-39, arranged as in the previous modification. However, in this modification, spur gears 36a: and 31:1: (Fig. 5) are provided on the Worms 36-37 at one end thereof, while at the opposite end of the worms 38-39 are spur gears 33x (Fig. 6) which are Aconstantly in mesh.

As shown in Figs. 5 and 6, thrust bearings 4l) are provided between the ends of the worms lSli-r3? opposite from gears Slis-31x. Also, thrust bearings 4I (Fig. 6) are provided between the opposite ends of the gears 33x for the worms 38T39, so as to receive the torque in the normal forward direction or rotation of the dierential.

By the above construction, the cartridge unit,

, consisting of side plates 33 and 34 and the worms 3E, 31, 38, 39, together with their thrust bearings lll) and 4l, are insertable as a unit and removable as a unit from the correspondingly shaped chainber in the tubular member 33. Y

As in the previous modification, the ends of the axle sections within the tubular portion 353 are provided with Worm wheels 22 and 23 respectively, which are splined on the ends of the axle sections, the worm wheel 22 being in constant mesh With the Worms 35 and 38 While the worm wheel 23 is in constant mesh with the Worms 37 and 39.

The operation of the differential shown in Figs. 4 to 6 is the same as previously described, although the Worms 36 to 33 inclusive are shown as being of the hour-glass type rather than the straight type.

I do not limit my invention to the exact forms shown in the drawings, for obviously changes may be made therein within the scope of the claims.

I claim:

1. A differential for connecting aligned shaft sections or the like comprising a gear carrier provided with opllOsed axial hub extensions receiving the ends of the shaft sections, said carrier having an axial chamber therein formed by segmental portions disposed substantially 99 apart forming a substantially rectangular housing; means for rotating the carrier; and a substantially rectangular differential unit Within the housing, said unit being readily removable from said housing; said unit comprising a pair of spaced parallel plates of length equal to opposite side walls of the rectangular housing, said plates having pairs of bores at their ends; shafts having their ends journaled in said pairs of bores; and thrust bearings on the shafts interposed between said shafts and the parallel plates to receive the torque in the normal forward direction of rotation of the differential. Y

2. A differential for connecting aligned shaft sections or the like comprising a gear carrier provided with opposed axial hub extensions receiving the ends of the shaft sections, said carrier having an axial chamberv therein formed by segmental portions disposed substantially 93" vapart forming a substantially rectangular housing; means for rotating the carrier; and a substantially rectangular ldifferential unit within the housing, said unit being readily removable from said housing; said gear carrier comprising an annular member open at one end and having a web at the other end provided with a peripheral liange, said web having a tubular hub extension forming a journal for one shaft section; said segmental lugs being formed integrally with said annular member whereby the cartridge unit is insertable in and removable through said open end of the annularl member; and an end plate removably secured to the outer ends of the lugs and having a tubular hub extension forming a journal for the other shaft section.

3. In a diierential as set forth in claim 2, said rotating means comprising a gear on the end plate having a ilange Whose inner periphery contacts the outer faces of the segmental lugs, thereby providing a rigid construction.

4. In a diierential as set forth in claim 2, said segmental lugs being piloted into the end plate, whereby the thrust developed in ysaid differential unit will be restrained.

5. In a differential as set forth in claim 2, said segmental lugs having annular externally facing lips at their outer ends receiving correspondingly shaped inwardly facing portions on the end plate 6 whereby thrust developed in said diierential unit is restrained.

VERNON E. GLEASMAN.

REFERENCES CITED The following references are of record in the le of this patent:

UNITED STATES PATENTS 

